Battery pack damage monitor

ABSTRACT

A system is provided for detecting when a vehicle mounted battery pack is damaged from an impact with a piece of road debris or other obstacle. The system utilizes a plurality of cooling conduits located between the lower surface of the batteries within the battery pack and the lower battery pack enclosure panel. The cooling conduits are configured to deform and absorb impact energy when an object strikes the lower battery pack enclosure panel. When the cooling conduits deform, a change in coolant flow/pressure occurs that is detectable by one or more sensors integrated into the conduit&#39;s coolant channels. A system controller, coupled to a sensor monitoring subsystem, may be configured to provide any of a variety of responses when cooling conduit deformation is detected.

FIELD OF THE INVENTION

The present invention relates generally to battery packs and, moreparticularly, to a system for detecting damage in a vehicle mountedbattery pack.

BACKGROUND OF THE INVENTION

In response to the demands of consumers who are driven both byever-escalating fuel prices and the dire consequences of global warming,the automobile industry is slowly starting to embrace the need forultra-low emission, high efficiency cars. While some within the industryare attempting to achieve these goals by engineering more efficientinternal combustion engines, others are incorporating hybrid orall-electric drive trains into their vehicle line-ups. To meet consumerexpectations, however, the automobile industry must not only achieve agreener drive train, but must do so while maintaining reasonable levelsof performance, range, reliability, safety and cost.

In recent years there have been several incidents of a rechargeablebattery pack, either contained within a laptop computer or utilized in avehicle, catching on fire. As a result, one of the primary issuesimpacting consumer confidence with respect to both hybrid andall-electric vehicles is the risk of a battery pack fire.

Rechargeable batteries tend to be relatively unstable and prone tothermal runaway, an event that occurs when a battery's internal reactionrate increases to such an extent that it is generating more heat thancan be withdrawn. If the reaction rate and generation of heat gounabated, eventually the heat generated becomes great enough to causethe battery and materials in proximity to the battery to combust. Whilethermal runaway is typically the result of a battery short or amanufacturing defect, damage such as that which may occur during anaccident or when road debris dents or punctures the battery pack mayalso lead to a thermal runaway event.

Due to the risk of a battery pack fire, hybrid and electric vehicle (EV)manufacturers use a variety of techniques to shield their battery packsfrom the possible damage that may result from road debris or a vehiclecollision. For example, in a vehicle using a relatively small batterypack such as a hybrid, the pack may be protected by placing it withinthe rear trunk, behind the rear seats, under the front seats, or inanother comparatively well protected location. Vehicles utilizing largebattery packs typically are forced to mount the pack under the car. Toprotect such a pack, a ballistic shield may be located between the roadsurface and the bottom of the pack as disclosed in U.S. Pat. Nos.8,286,743 and 8,393,427.

Although the prior art teaches a variety of mounting techniques that caneither be used to place the battery pack in a relatively protectedregion of a car or to otherwise shield the battery pack from potentialharm, given the severity of the consequences accompanying a thermalrunaway event, techniques for minimizing the effects of such an eventare desired. The present invention provides a detection system that maybe used to monitor for possible battery pack damage, thereby helping todecrease the likelihood of a damaged battery pack leading to acatastrophic battery pack event.

SUMMARY OF THE INVENTION

The present invention provides an apparatus for detecting when anexposed region of a battery pack mounted to an electric vehicle has beendamaged due to an impact with road debris or other objects. The systemutilizes a plurality of deformable cooling conduits located between thelower surface of the batteries within the battery pack and the lowerbattery pack enclosure panel. The cooling conduits, which include one ormore coolant channels containing a coolant, are configured to deform andabsorb impact energy when an object strikes the lower surface of thelower battery pack enclosure panel. One or more sensors incorporatedinto the deformable cooling conduits monitor a coolant characteristicsuch as coolant flow rate or pressure. As long as the monitoredcharacteristic falls within a preset range of values, the sensormonitoring subsystem outputs a first signal. Whenever the monitoredcharacteristic falls outside of the preset range of values, for exampledue to deformation of the cooling conduits, the sensor monitoringsubsystem outputs a second signal. A system controller, coupled to thesensor monitoring subsystem, may be configured to provide a responseupon receipt of the second signal from the monitoring subsystem. Systemcontroller responses may include one or more of (i) activating a warningindicator (e.g., an audible or visual warning indicator), (ii) modifyingor terminating coolant flow through at least a portion of the deformablecooling conduits, (iii) modifying an electrical load applied to at leasta portion of the plurality of batteries, (iv) activating a fire controlsystem (e.g., releasing a fire retardant into at least a portion of thebattery pack enclosure), (v) recording an event log entry with anon-board event recording system, and (vi) transmitting an event reportusing an event reporting system and an on-board communication system.

In another aspect, a thermal insulator may be interposed between theconduits and the lower enclosure panel. The thermal insulator may becomprised of a layer of thermally insulating material (e.g., air),preferably with a thermal conductivity of less than 1.0 Wm⁻¹K⁻¹ at 25°C., and more preferably with a thermal conductivity of less than 0.2Wm⁻¹K⁻¹ at 25° C. The battery pack may further include a layer ofthermally conductive material in contact with each of the deformablecooling conduits, e.g., interposed between the cooling conduits and thethermal insulator and in contact with a lower surface of each of thecooling conduits.

A further understanding of the nature and advantages of the presentinvention may be realized by reference to the remaining portions of thespecification and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 provides a perspective view of a battery pack and the vehiclechassis to which it is to be mounted;

FIG. 2 provides a cross-sectional view of a portion of the battery packshown in FIG. 1;

FIG. 3 illustrates an exemplary cooling system suitable for use with thebattery pack deformable cooling conduits of the invention;

FIG. 4 illustrates an alternate exemplary cooling system suitable foruse with the battery pack deformable cooling conduits of the invention;

FIG. 5 illustrates the exemplary cooling system shown in FIG. 3 with adifferent coolant conduit configuration within the battery pack;

FIG. 6 provides the cross-sectional view of the battery pack portionshown in FIG. 2 after an object strikes the bottom of the battery packenclosure;

FIG. 7 provides the cross-sectional view of the battery pack portionshown in FIG. 2 with the inclusion of an air gap between the coolingconduits and the battery pack enclosure;

FIG. 8 provides the cross-sectional view of the battery pack portionshown in FIG. 2 with the inclusion of a layer of thermally insulatingmaterial located between the cooling conduits and the battery packenclosure;

FIG. 9 provides the cross-sectional view of the battery pack portionshown in FIG. 7 with the inclusion of a sheet of thermally conductivematerial in contact with the lower surfaces of the cooling conduits;

FIG. 10 provides the cross-sectional view of the battery pack portionshown in FIG. 8 with the inclusion of a sheet of thermally conductivematerial in contact with the lower surfaces of the cooling conduits;

FIG. 11 provides the cross-sectional view of the battery pack portionshown in FIG. 7 with an alternate configuration for the deformablecooling conduits;

FIG. 12 provides the cross-sectional view of the battery pack portionshown in FIG. 7 with an alternate configuration for the deformablecooling conduits;

FIG. 13 provides the cross-sectional view of the battery pack portionshown in FIG. 7 with an alternate configuration for the deformablecooling conduits;

FIG. 14 provides the cross-sectional view of the battery pack portionshown in FIG. 13 with the addition of an underlying ballistic shield;

FIG. 15 illustrates various flow and/or pressure sensor locations in abattery pack or battery pack module utilizing cooling conduits arrangedin parallel between the coolant intake and exhaust manifolds;

FIG. 16 illustrates various flow and/or pressure sensor locations in abattery pack or battery pack module utilizing multiple cooling loops;

FIG. 17 illustrates various flow and/or pressure sensor locations in abattery pack or battery pack module utilizing a single cooling loop; and

FIG. 18 provides a block diagram of an exemplary control system for usewith the battery pack cooling conduit deformation monitoring system ofthe invention.

DESCRIPTION OF THE SPECIFIC EMBODIMENTS

In the following text, the terms “battery”, “cell”, and “battery cell”may be used interchangeably and may refer to any of a variety ofdifferent battery configurations and chemistries. Typical batterychemistries include, but are not limited to, lithium ion, lithium ionpolymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickelzinc, and silver zinc. The terms “battery pack” and “battery packenclosure” may be used interchangeably and refer to an enclosurecontaining one or more batteries electrically interconnected to achievethe desired voltage and capacity. The term “electric vehicle” as usedherein may refer to an all-electric vehicle, also referred to as an EV,a plug-in hybrid vehicle, also referred to as a PHEV, or a hybridvehicle, also referred to as a HEV, where a hybrid vehicle utilizesmultiple sources of propulsion including an electric drive system.

FIG. 1 provides a perspective view of a battery pack 101 configured tobe mounted under vehicle chassis 103. It should be understood that thepresent invention is not limited to a specific battery pack mountingscheme, battery pack size, or battery pack configuration.

FIG. 2 provides a cross-sectional view of a portion of battery pack 101.For purposes of clarity, battery interconnects and battery mounts arenot included in this view. Visible in FIG. 2 is a portion of the upperpack enclosure panel 201, a portion of the lower pack enclosure panel203, and a plurality of batteries 205. Note that the enclosure sidepanels are not shown in this view. Batteries 205 are preferablycylindrical batteries, for example batteries utilizing an 18650form-factor, and are positioned within the battery pack so that the axisof the cylinder (i.e., the cylindrical axis) is substantiallyperpendicular to both lower enclosure panel 203 and the surface of theroad. Interposed between the base of each cylindrical battery 205 andlower panel 203 are a plurality of deformable cooling conduits 207through which a liquid coolant, i.e., a heat transfer medium, is pumped.As shown, in the preferred embodiment cooling conduits 207 are alignedwith lower panel 203, resulting in the coolant within channels 209flowing in a direction substantially perpendicular to the axes of thecylindrical batteries. By regulating the flow of coolant within conduits207 and/or regulating the transfer of heat from the coolant to anothertemperature control system, the temperature of cells 205 may beregulated so that the cells remain within their preferred operatingrange.

FIGS. 3 and 4 illustrate exemplary cooling systems that may be coupledto cooling conduits 207. In system 300 shown in FIG. 3, the coolantwithin conduits 207 is pumped through a radiator 301 using a pump 303. Ablower fan 305 may be used to force air through radiator 301 to insurecooling when the car is stationary. In system 400 shown in FIG. 4, thecoolant within conduits 207 is coupled to a thermal management system401 via a heat exchanger 403. Preferably thermal management system 401is a refrigeration system and as such, includes a compressor 405 tocompress the low temperature vapor in refrigerant line 407 into a hightemperature vapor and a condenser 409 in which a portion of the capturedheat is dissipated. After passing through condenser 409, the refrigerantchanges phases from vapor to liquid, the liquid remaining at atemperature below the saturation temperature at the prevailing pressure.The refrigerant then passes through a dryer 411 that removes moisturefrom the condensed refrigerant. After dryer 411, refrigerant line 407 iscoupled to heat exchanger 403 via thermal expansion valve 413 whichcontrols the flow rate of refrigerant into heat exchanger 403.Additionally, in the illustrated system a blower fan 415 is used inconjunction with condenser 409 to improve system efficiency. It shouldbe understood that battery pack coolant conduits 207 may be coupled toother cooling/thermal management systems, and the cooling systems shownin FIGS. 3 and 4 are only meant to illustrate some common configurationsfor use with the conduits of the invention. Additionally, the geometryof cooling conduits 207 shown in FIGS. 3 and 4 is only meant toillustrate one possible configuration. For example, FIG. 5 shows thecooling system of FIG. 3 with a different conduit configuration withinbattery pack 101, one utilizing coolant manifolds. The invention may useother configurations as well, assuming that the conduits are placedbetween the batteries 205 and the lower enclosure panel 203 aspreviously described and illustrated.

Cooling conduits 207 serve a three-fold purpose. First, during normaloperation of the vehicle and the battery pack, the coolant withinconduits 207 draws heat away from batteries 205, thereby allowing thetemperature of the batteries to remain within the preferred operatingrange. Second, during a non-normal event in which an object such as roaddebris from under the vehicle strikes the bottom panel 203 of pack 101,conduits 207 help to prevent catastrophic damage to the pack byabsorbing energy through conduit deformation. Third, and as described indetail below, by incorporating pressure or flow sensors within theconduits 207, when an object strikes bottom panel 203 and deforms thecooling conduits, the change in coolant pressure or flow rate providesan early warning that the battery pack has been struck with sufficientforce to potentially compromise the battery pack and cause theinitiation of a thermal runaway event within the enclosed batteries.

As illustrated in FIG. 6, when an object (e.g., road debris) under thevehicle is forced upwards in direction 601, the object causes the bottomenclosure panel 203 to deform as well as those portions of conduits 207within the strike zone. As the lower panel 203 and the conduits withinthe strike region deform, energy is absorbed. If sufficient energy isabsorbed through this process, damage to the batteries 205 within thestrike region can be significantly limited, thereby potentially avertinga thermal runaway event. Preferably conduits 207 are fabricated frompolyethylene or a similar material which is capable of severedeformation without cracking or breaking. By selecting an electricallynon-conductive coolant as preferred, if conduits 207 do crack or breakwhen deformed, the released coolant will not cause a short within thebattery pack. Additionally, deformation of the cooling conduits causes achange in coolant flow which, in turn, causes a change in the pressurewithin the conduits. Accordingly, by incorporating sensors within thecoolant conduits and monitoring coolant flow and/or coolant pressure,whenever an object deforms the bottom of the battery pack and theconduits within the strike zone as illustrated, an almost immediateindicator of the event is detected, thus allowing the control system totake appropriate action as described in detail below.

It should be understood that the configuration of the cooling conduits,the thermal efficiency of the cooling system, and the degree ofprotection afforded by the cooling conduits can be tailored to meet thedesign requirements for a particular vehicle and its battery packcooling system without departing from the particulars of the invention.A variety of alternate cooling configurations suitable for use with thepresent invention are illustrated in co-pending and co-assigned U.S.patent application Ser. No. 14/083,476, filed 19 Nov. 2013, and Ser. No.14/132,179, filed 18 Dec. 2013, incorporated herein for any and allpurposes. For example, in most applications cooling conduits 207 arefabricated from a thermally conductive material, thus insuring efficienttransfer of heat from the batteries 205 to the battery thermalmanagement system. However, as the inventor has found it generallydesirable to limit thermal transfer between the cooling conduits 207 andthe battery pack enclosure panel 203, in the preferred embodiment one ormore layers of a thermal insulator are added between the conduits andthe battery pack enclosure. For example, in the configurationillustrated in FIG. 7, thermal transfer between the two structures islimited by placing an air gap 701 between cooling conduits 207 and thebattery pack enclosure panel 203. In this configuration stand-offs 703help to insure the mechanical strength of the battery pack structurewhile still maintaining a sufficient air gap 701 to limit heat transferto an acceptable level. Preferably stand-offs 703 are fabricated from amaterial with low thermal conductivity, for example less than 1.0Wm⁻¹K⁻¹ at 25° C., and more preferably less than 0.2 Wm⁻¹K⁻¹ at 25° C.Stand-offs may be integral to panel 203, integral to conduits 207 (forexample, extruded in the same extrusion as that used to fabricate thecooling conduits 207), or independent of both. A benefit of using an airgap 701 to separate the conduits from the lower enclosure panel, and forminimizing the number of stand-offs 703, is that when an object hits thelower surface of panel 203, the panel can deform prior to even impactingthe deformable cooling conduits 207, thereby enhancing protection ofbatteries 205.

In the configuration illustrated in FIG. 8, air gap 701 has beenreplaced with a layer 801 of a thermally insulating material, layer 801preferably having a thermal conductivity of less than 1.0 Wm⁻¹K⁻¹ at 25°C., and more preferably of less than 0.2 Wm⁻¹K⁻¹ at 25° C. In oneconfiguration, layer 801 is formed from a compressible material, thusallowing a degree of enclosure panel deformation prior to impactingconduits 207.

FIGS. 9 and 10 illustrate modifications of the configurations shown inFIGS. 7 and 8, respectively. In these configurations a layer 901 ofthermally conductivity material, such as a sheet of aluminum, is placedin contact with the lower surface of each of the cooling conduits 207.Layer 901 transfers heat between cooling conduits, thereby helping toprevent localized heating, i.e., hot spots, for example when one batterybegins to run at a higher temperature than the surrounding cells. In theconfiguration illustrated in FIG. 9, layer 901 is thermally isolatedfrom enclosure panel 203 by air gap 701 while in the configurationillustrated in FIG. 10, sheet 901 is thermally isolated from enclosurepanel 203 by low thermal conductivity sheet 801.

In addition to varying the thermal characteristics of the battery packby adding one or more layers of thermally insulating and/or thermallyconductive material between the cooling conduits and the battery packenclosure, it should be understood that the configuration of the coolingconduits may also be tailored to meet the design requirements for aparticular vehicle. For example and as shown in FIG. 11, by increasingthe depth of the conduits, and thus the separation distance betweenlower enclosure panel 203 and batteries 205, a larger conduitdeformation zone is provided. A larger conduit deformation zone, inturn, allows an object striking the bottom of the battery pack to deformboth panel 203 and conduits 1101 to a much greater extent before thebatteries are damaged. Additionally, due to the larger internal diameterof channels 1103 within conduits 1101, a greater degree of conduitdeformation may occur before coolant flow within the affected conduitstops completely. An added benefit of this approach is that the largerchannels within conduits 1101 provide greater cooling capacity.

FIG. 12 illustrates another configuration in which the number ofchannels 1201 within each conduit 1203 is increased and the shape ofeach channel has been changed to cylindrical. As a result, thecompression strength of the conduits has been increased, leading to aless deformable structure. At the same time, given the size of thechannels as well as the number of channels in proximity to each battery205, during a deformation event (i.e., a collision with an object) it isless likely that all cooling will be terminated for any particular cell.

FIG. 13 illustrates another configuration in which both the corners ofeach conduit 1301 and the corners of each channel 1303 within theconduits are rounded. As a result, the large conduit surface area incontact with the battery structures is retained while still achieving aconduit which is less likely to break during deformation.

As previously noted, the undercarriage crumple zone can be tailored tomeet the specific requirements for a particular vehicle design.Therefore a vehicle in which the battery pack is very exposed, forexample due to a low mounting location under the vehicle, or in whichthe battery pack is more likely to encounter more road debris, forexample in a sport utility vehicle (SUV), can be provided with moreprotection than a vehicle in which the battery pack is less exposed orless likely to encounter road debris. Features of the crumple zone thatcan be altered to achieve the desired characteristics include the numberof channels per conduit, width and height of the conduits,cross-sectional shape and size of each channel, cross-sectional shapeand size of each conduit, conduit wall thickness (i.e., the thickness ofthe wall separating the channels from the outer conduit wall), conduitmaterial, lower enclosure panel thickness, and lower enclosure panelmaterial. Preferably the deformable cooling conduits are made from aplastic polymer such as polyethylene or polypropylene. If desired, thematerial may be treated to improve thermal conductivity, while stillretaining its electrically non-conductive properties. The lowerenclosure panel is preferably fabricated from a metal such as aluminumor steel, although other materials may be used (e.g., a thermallyinsulating composite material).

In at least one embodiment, and as illustrated in FIG. 14, theperformance of the undercarriage crumple zone is enhanced through theinclusion of a ballistic shield 1401 mounted between the lower batterypack enclosure panel 203 and the road surface (not shown). Shield 1401absorbs some of the impact energy from road debris or other objectsprior to those objects striking the outer surface of panel 203.Furthermore, by spacing shield 1401 at some distance from panel 203 asshown in the preferred embodiment, shield 1401 is less likely to bedriven into the lower enclosure panel during a strike. Accordingly,while shield 1401 may be mounted to, and in contact with, panel 203,preferably it is spaced between 1 and 15 centimeters apart from panel203. If desired, the void between the shield 1401 and panel 203 may befilled with a compressible material such as an open- or closed-cellsponge or foam that enhances the ability of the battery pack to absorbimpact energy. Shield 1401 may be fabricated from a metal (e.g.,aluminum), although preferably a lighter weight material such as a highdensity plastic is used in order to lower vehicle weight.

As described above, when road debris or other obstacles hit the bottomof the battery pack with sufficient force to potentially damage thebatteries within the pack, the cooling conduits positioned between thebatteries and the lower pack enclosure panel deform, thereby helping toprevent catastrophic damage to the pack by absorbing some of the impactenergy. Additionally, deformation of one or more of the cooling conduitscauses a reduction, and in some instances a complete interruption ofcoolant flow, depending upon the amount of conduit/cooling channeldeformation. In accordance with the invention, the reduction and/orinterruption of coolant flow in one or more coolant channels is detectedby flow or pressure sensors integrated into one or more of the coolantchannels. Once a possible battery pack impact has been detected, thesystem can be configured to perform any of a variety of tasks, both inorder to warn the driver or other party of the impact as well asmitigate the effects of possible battery damage.

It will be appreciated that the number and location of the coolantconduit sensors depends, at least in part, on the configuration of thecooling conduits. For example, in the embodiment illustrated in FIG. 15,cooling conduits 1501 operate in parallel with each conduit beingcoupled to a coolant intake manifold 1503 and a coolant exhaust manifold1505. Note that battery enclosure 1507 into which the cooling system isincorporated may comprise an entire battery pack or a single batterymodule where the battery pack uses multiple modules and where eachbattery pack module contains multiple batteries. Note that for clarity,no batteries are shown within enclosure 1507. System 1500 may use asingle sensor 1509 integrated into coolant exhaust manifold 1505. Morepreferably, system 1500 includes a sensor 1511 integrated into coolantintake manifold 1503 in addition to the sensor integrated into theexhaust manifold, thus allowing the system to easily distinguish betweenchanges in coolant flow/pressure due to a deformation of the coolingconduits and changes due to other factors such as a malfunctioningcoolant pump or coolant control valve. In addition to sensors 1509 and1511, in at least one embodiment one or more sensors 1513 areincorporated into individual cooling conduits, sensors 1513 allowing thelocation of the impact to be estimated. Additionally, with a sufficientnumber of sensors 1513 the severity of the impact can be estimated bynoting the number of affected conduits. Preferably sensors 1513 arelocated close to the juncture of the corresponding conduit and theexhaust manifold. In at least one embodiment in which parallel coolingconduits are used, a sensor 1513 is located within each conduit ratherthan just some of the conduits as shown. With a large number of sensors1513, and in particular embodiments incorporating a sensor per coolingconduit, it is not necessary to monitor the entrance and exhaustmanifolds. While the use of multiple sensors 1513 is more sensitive toflow and/or pressure changes than merely monitoring the manifolds withsensors 1509 and 1511, in some instances this approach is costprohibitive, both due to the large number of sensors as well as thecorresponding system complexity required to support these sensors. Notethat in this figure the sensors are shown coupled to the monitoringsubsystem 1515. Subsystem 1515 may be a separate system or incorporatedinto the control system as preferred.

FIG. 16 illustrates another common cooling conduit configuration, one inwhich cooling conduits 1601 form one or more loops within the batterypack, or within each battery pack module integrated within the batterypack. The individual cooling loops may be coupled together using amanifold or by other means. In exemplary system 1600, four cooling loopsare shown coupled to coolant intake manifold 1503 and a coolant exhaustmanifold 1505. Although sensors may be integrated into the exhaustmanifold alone, or integrated into both the intake and exhaustmanifolds, as previously noted sensors integrated into the manifolds areless sensitive to minor variations in coolant flow and/or pressureresulting from the deformation of individual coolant conduits when anobject impacts the bottom battery pack enclosure panel. Therefore in thepreferred embodiment and as shown in FIG. 16, integrated within eachcoolant loop 1601 is at least one sensor 1603. Preferably each sensor1603 is located near the juncture of the corresponding coolant loop andthe exhaust manifold 1605 in order to maximize sensor sensitivity toflow and pressure changes arising from conduit deformation.

FIG. 17 illustrates another common cooling conduit configuration, one inwhich a single cooling loop 1701 is installed within battery packenclosure 1507, where enclosure 1507 may comprise the entire pack or beillustrative of a single battery pack module designed for integrationwithin a larger battery pack. At least one, and preferably multiple,sensors 1703 are incorporated into the conduit 1701 that forms thesingle cooling loop, where sensors 1703 monitor variations in coolantflow and/or pressure within the conduit. Preferably sensors 1703 areincorporated throughout the cooling loop as shown.

FIG. 18 illustrates a block diagram of an exemplary control system foruse with the battery pack damage monitoring system of the invention. Inthis exemplary embodiment, the battery pack 1801 includes four batterymodules 1803. Each module 1803 includes a plurality of batteries 1805,interconnected to provide the desired power levels for the vehicle towhich battery pack 1801 is mounted. For purposes of clarity, batteryinterconnects and battery mounts are not included in this view, and onlya few batteries 1805 are shown within one of the battery modules 1803.Interposed between the bottom surface of each battery 1805 and the lowerbattery pack enclosure panel is the cooling conduit 1807. In thisembodiment, each battery module 1803 includes a single cooling loop,although the control system of the invention is equally applicable toother configurations as noted above.

In the embodiment shown in FIG. 18, coolant flow and/or pressure withineach individual cooling loop is monitored by three sensors 1809. Theoutput signal from each sensor 1809 is monitored using subsystem 1811which, in turn, is monitored by controller 1813. If desired, thefunctionality of subsystem 1811 may be integrated into controller 1813.System controller 1813 includes a central processing unit (CPU) 1815 anda memory 1817. Memory 1817 may be comprised of EPROM, EEPROM, flashmemory, RAM, a solid state disk drive, a hard disk drive, or any othermemory type or combination of memory types.

Preferably when one of the sensors 1809 signals a change in the flow ofcoolant or the pressure within a coolant conduit 1807, controller 1813compares the current flow/pressure with a range of acceptableflows/pressures stored in memory 1817. If the flow rate or pressure isstill within the acceptable range, controller 1813 treats the change asa non-event. In some embodiments, the system is configured to alter therange of acceptable flows/pressures depending upon the current coolingsystem operating conditions. For example, if the battery pack is runningwarmer than desired, the cooling system may be configured to increasethe flow of coolant through conduits 1807, thereby withdrawing more heatfrom the batteries 1805. In this instance the range of acceptablecoolant flow rates and/or pressures would be different than if thebatteries were not running warm and the coolant flow had not beenincreased.

Since a change in the coolant flow rate or pressure, as detected bysensors 1809, may be indicative of an obstacle striking the lowerbattery pack enclosure panel with sufficient force to deform a portionof a cooling conduit 1807, in at least one embodiment of the inventioncontroller 1813 is configured to perform one or more tasks upondetection of an out-of-range reading of one of the sensors 1809.Alternately, controller 1813 may be configured to determine thepotential severity of the impact based on the current flowrate/pressure, or based on the amount that the flow rate/pressurechanges, and then perform one or more tasks based on the determinedseverity. For example, a minor change that yields a sensor reading thatis not within the acceptable range may only warrant activation of awarning indicator. In contrast, a major change, such as termination ofcoolant flow, may be deemed a severe event and require controller 1813to make adjustments to the cooling system, the battery load, etc.Details of possible responses to be performed by controller 1813 upondetection of battery pack damage are provided below. It will beappreciated that controller 1813 may be programmed to perform a singleresponse or multiple responses and in the case of multiple responses,they may be performed either serially or in parallel.

Upon detection of a battery pack impact, as determined by controller1813 based on the monitored coolant flow and/or pressure as detected byone or more sensors 1809, the system may be configured to activate awarning indicator 1819. Preferably controller 1813 is configured toactivate warning indicator 1819 regardless of the severity of theimpact, i.e., regardless of the change in coolant flow and/or pressureas monitored by sensors 1809 and determined by subsystem 1811 orcontroller 1813. Warning indicator 1819 may be a sound emitted over thevehicle's sound system or through a dedicated sound system. Alternately,or in addition to an audible sound, warning indicator 1819 may use avisual indicator located in the dashboard or instrument panel. Thevisual indicator may also be displayed on a vehicle user interface 1821,where the user interface 1821 is also used by the vehicle's occupants toaccess various vehicle systems such as the audio system, navigationsystem, passenger cabin HVAC (heating, ventilation and air conditioning)controller, cabin lighting, etc.

Controller 1813 may be configured to make any of a variety ofadjustments to the battery pack cooling system depending upon theseverity of the damage to the deformable cooling conduits 1807 as wellas the configuration of the battery pack and corresponding coolingsystem. For example, if a relatively minor change in coolant flow and/orpressure is detected, representative of a relatively minor deformationof the cooling conduit, then controller 1813 may be configured toincrease the cooling provided to the battery pack by adjusting coolingsystem 1823, thereby helping to maintain batteries 1805 within theirdesired operating temperature range. Typical cooling system adjustmentsthat may be used to compensate for the decreased coolant flow include(i) increasing the cooling capacity of the system by increasing coolantflow through the affected section of cooling conduit using the coolingsystem's control valves 1825, (ii) increasing the cooling capacity ofthe system by increasing coolant flow using the system's coolant pump(e.g., coolant pump 303), (iii) increasing heat withdrawal by activatingor increasing the speed of the system's blower fan (e.g., fan 305), or(iv) increasing heat withdrawal using the system's thermal managementsystem (e.g., system 401). If the damage to the deformable coolingconduits is extensive and indicative of a pierced or broken coolingconduit, controller 1813 may be configured to isolate the damagedportion of cooling conduit using control valves 1825, thereby preventingflooding of the battery pack and/or vehicle as well as minimizing lostcoolant. By minimizing lost coolant, the unaffected battery modules maycontinue to be cooled.

After detecting an impact on the battery pack as evidenced by a changein coolant flow or pressure within the deformable cooling conduits 1807,controller 1813 may be configured to alter the electrical load on thebatteries that are potentially affected by the change in coolant flow.For example, in the system shown in FIG. 18, when an impact is detectedin one of the four battery modules, the load on the batteries within theaffected module is altered using load controller 1827. Preferablycontroller 1813 reduces, or altogether eliminates, the load placed onthe potentially affected batteries. While reducing or eliminating theload on the affected batteries will affect the performance of theelectric vehicle utilizing battery pack 1801, reducing or eliminatingthe load may prevent the affected batteries from entering into thermalrunaway. Reduction or elimination of the load placed on the affectedbatteries/battery module may also help to mitigate damage to otherelectrical system components that may occur if any of the batteries aredamaged by the battery pack impact.

In some embodiments the system controller 1813 may be configured toactivate a fire control system 1829 when a battery pack impact isdetected or, more preferably, when a severe battery pack impact isdetected in which coolant flow is significantly reduced or altogethereliminated. The fire control system 1829, which may utilize either a gasor liquid fire suppressant, is intended to minimize the risks associatedwith one or more of the batteries within the affected region of thebattery pack undergoing thermal runaway. Preferably fire control system1829 releases a fire retardant or suppressive agent into the affectedbattery module or region of the battery pack. In some configurations,the fire retardant/suppressive agent may be released into the entirebattery pack.

In addition to notifying the vehicle's occupants of the battery packimpact via warning indicator 1819, in at least one embodiment controller1813 is configured to report the event using reporting system 1831.Reporting system 1831 may simply record the event using an on-boardsystem, for example memory 1817, thus allowing service personnel to helpdetermine the extent of damage, damage timing, and the efficacy of thedamage monitoring system. Alternately, reporting system 1831 may beconfigured to externally report the event, preferably reporting not justthe occurrence of the event, but also event characteristics such as theexact date and time of the event, the coolant flow before and after theevent, the coolant pressure before and after the event, etc. Reportingmay be sent to the manufacturer, thereby providing them with data thatmay be used to improve battery pack impact resistance on futurevehicles. Alternately, reporting may be to a service representative orother third part. Alternately, reporting may be to a web site, aweb-based application, or a remote home-based system. Alternately,reporting may be to the vehicle's owner or another party via a textmessage or other format. Typically controller 1813 will use mobiletelecommunications link 1833 to externally report an event, wheretelecommunications link 1833 may utilize any of a variety of differentstandards including, but not limited to, GSM EDGE, UMTS, CDMA2000, DECT,and WiMAX.

It should be understood that the accompanying figures are only meant toillustrate, not limit, the scope of the invention and should not beconsidered to be to scale.

Systems and methods have been described in general terms as an aid tounderstanding details of the invention. In some instances, well-knownstructures, materials, and/or operations have not been specificallyshown or described in detail to avoid obscuring aspects of theinvention. In other instances, specific details have been given in orderto provide a thorough understanding of the invention. One skilled in therelevant art will recognize that the invention may be embodied in otherspecific forms, for example to adapt to a particular system or apparatusor situation or material or component, without departing from the spiritor essential characteristics thereof. Therefore the disclosures anddescriptions herein are intended to be illustrative, but not limiting,of the scope of the invention.

What is claimed is:
 1. A battery pack damage detection system,comprising: a battery pack enclosure mounted to an electric vehicle,wherein said battery pack enclosure is configured to house a pluralityof batteries, wherein said plurality of batteries are comprised ofcylindrical batteries; a plurality of deformable cooling conduitsinterposed between a lower surface of each of said plurality ofbatteries and an upper surface of a lower battery pack enclosure panel,wherein said plurality of deformable cooling conduits are fabricatedfrom a plastic polymer, wherein a cylindrical axis corresponding to eachof said plurality of batteries is substantially perpendicular to saidlower battery pack enclosure panel and a road surface, wherein integralto each of said plurality of deformable cooling conduits is at least onecoolant channel containing a coolant, wherein said plurality ofdeformable cooling conduits are configured to absorb thermal energydirectly from said plurality of batteries, and wherein said plurality ofdeformable cooling conduits are configured to deform without breakingand absorb impact energy when an object strikes a lower surface of saidlower battery pack enclosure panel; at least one sensor incorporatedinto said plurality of deformable cooling conduits, wherein said atleast one sensor monitors a characteristic of said coolant; and a sensormonitoring subsystem coupled to said at least one sensor, wherein saidsensor monitoring subsystem outputs a first signal when saidcharacteristic monitored by said at least one sensor is within a presetrange of values and outputs a second signal when said characteristicmonitored by said at least one sensor is outside of said preset range ofvalues, and wherein deformation without breakage of said plurality ofdeformable cooling conduits due to said object striking said lowersurface of said lower battery pack enclosure panel causes saidcharacteristic monitored by said at least one sensor to fall outside ofsaid preset range of values.
 2. The battery pack damage detection systemof claim 1, wherein said characteristic of said coolant is coolant flowrate and said at least one sensor comprises a flow rate sensor.
 3. Thebattery pack damage detection system of claim 1, wherein saidcharacteristic of said coolant is pressure and said at least one sensorcomprises a pressure sensor.
 4. The battery pack damage detection systemof claim 1, further comprising a warning indicator and a systemcontroller, wherein said system controller is coupled to said warningindicator and to said sensor monitoring subsystem, and wherein saidsystem controller activates said warning indicator when said systemcontroller receives said second signal from said sensor monitoringsubsystem.
 5. The battery pack damage detection system of claim 4, saidwarning indicator further comprising an audible warning indicator. 6.The battery pack damage detection system of claim 4, said warningindicator further comprising a visual warning indicator.
 7. The batterypack damage detection system of claim 1, further comprising a systemcontroller coupled to said sensor monitoring subsystem, wherein saidsystem controller is configured to modify coolant flow through at leasta portion of said plurality of deformable cooling conduits when saidsystem controller receives said second signal from said sensormonitoring subsystem.
 8. The battery pack damage detection system ofclaim 7, wherein said system controller is configured to terminatecoolant flow through at least said portion of said plurality ofdeformable cooling conduits when said system controller receives saidsecond signal from said sensor monitoring subsystem.
 9. The battery packdamage detection system of claim 1, further comprising a systemcontroller coupled to said sensor monitoring subsystem and to a batteryload controller, wherein said system controller is configured to modifyan electrical load applied to at least a portion of said plurality ofbatteries when said system controller receives said second signal fromsaid sensor monitoring subsystem.
 10. The battery pack damage detectionsystem of claim 1, further comprising a fire control system and a systemcontroller, wherein said system controller is coupled to said firecontrol system and to said sensor monitoring subsystem, and wherein saidsystem controller activates said fire control system when said systemcontroller receives said second signal from said sensor monitoringsubsystem.
 11. The battery pack damage detection system of claim 10,wherein said fire control system is configured to release a fireretardant into at least a portion of said battery pack enclosure whenactivated by said system controller.
 12. The battery pack damagedetection system of claim 1, further comprising an on-board eventrecording system and a system controller, wherein said system controlleris coupled to said on-board event recording system and to said sensormonitoring subsystem, and wherein said system controller records withsaid on-board event recording system each occurrence of said sensormonitoring subsystem outputting said second signal.
 13. The battery packdamage detection system of claim 1, further comprising an eventreporting system and a system controller, wherein said system controlleris coupled to said event reporting system and to said sensor monitoringsubsystem, and wherein said system controller transmits an event reportusing said event reporting system and an on-board communication systemeach time said sensor monitoring subsystem outputs said second signal.14. The battery pack damage detection system of claim 1, furthercomprising a thermal insulator interposed between said plurality ofdeformable cooling conduits and said upper surface of said lower batterypack enclosure panel.
 15. The battery pack damage detection system ofclaim 14, wherein said thermal insulator is comprised of a layer of athermally insulating material with a thermal conductivity of less than1.0 Wm⁻¹K⁻¹ at 25° C.
 16. The battery pack damage detection system ofclaim 15, wherein said plurality of deformable cooling conduits areseparated from said upper surface of said lower battery pack enclosurepanel by a gap, wherein said gap is filled with said layer of saidthermally insulating material, and wherein said layer of said thermallyinsulating material is comprised of air.
 17. The battery pack damagedetection system of claim 16, further comprising a plurality ofstand-offs within said gap and separating said plurality of deformablecooling conduits from said upper surface of said lower battery packenclosure panel.
 18. The battery pack damage detection system of claim14, further comprising a layer of thermally conductive material incontact with each of said plurality of deformable cooling conduits.